Discussions of the nationalization of railways in Switzerland, 342. — Arguments advanced in favor of nationalization, 343. — Conditions of employment on the federal railways, 346. — Organization of the management of the federal railways, 347. — Government rate making, 352. — Improvement of the service, 354. — Financial results of government ownership, 356.

Lack of systematic study of market distribution. Emphasis on production explained by economic causes. Importance of a better organization of market distribution, 703. — Complexity of the problem facing the distributer. Consumer's surplus. Bearing on the distributer's problem, 707. — Selling at the market minus, selling at the market, and selling at the market plus, 712. — Social justification of the differentiation of commodities: Importance of trade-marking, 718. — Methods of sale: sale in bulk; sale by sample; sale by description, 721. — Available agencies for selling: middlemen, producers' salesmen, and advertising, direct and general, 723. — Emergence and rise in importance of the middleman. Modern tendency to decrease number of successive middlemen, 725. — Analysis of the functions of the middleman: sharing the risk, transporting the goods, financing the operations, selling or communication of ideas about the goods, and assembling, assorting, and re-shipping. Development of functional middlemen. Advantages of direct selling in some industries. Present day importance of the direct selling in some industries. Present day importance of the middleman, 731. — The producer's salesman as an agency in distribution, 740. — Advertising as an agency in distribution: relation to sale by description; relation to trade-marking; analysis of classes of demand created by advertising, 742. — Social waste in distribution. Practical problem of distributer, 746. — Analysis of market into geographic sections and economic and social strata, 749. — Laboratory study of distribution, 754. — Wide application of such method of study, 758. — Possibility of better organization of distribution, 763.

I. The nature of value, 550. — A. Labor as a measure of value, 555. — B. Corn as a measure of value, 556. — C. Value and riches, 557. — D. “ Real” wages: alterations in the wage-rate, 558. — E. Alterations in the wage-rate in relation to price, 559. — II. The productivity of different kinds of labor, 561. — III. Rent, 563. — A. The rent of land, 563. — B. Comparative value of gold, corn, and labor in rich and poor countries, 568. — IV. Profits, 571. — A. Relation between profits, wages, and capital, 571. — B. Profits and interest, 575. — V. Bounties, 576. — VI. Taxation, 579. — A. The tax fund — gross and net revenue, 579. — B. Incidence of a tax on the produce of land, 580. — C. Incidence of taxes on wages and necessaries, 581. — VII. Colonial and foreign trade, 583. — VIII. Summary and conclusion, 585.

I. Recent development of agio theory; time-preference, 313. — A wrong view of psychology of investment, 315. — No exchange of time-values, 316. — II. Modern form of abstinence theory, 318. — No valid generalization possible in regard to abstinence, 318. — Abstinential savings not regulative of rate of return, 319.— Rate due to objective factors, 320. — III. Productivity theory based on restricted view of productive process, 322. — Impossibility of distinguishing a product of capital if entire process is taken into consideration, 323. — IV. Minimum of data necessary to theory of income of capital, 324. — Failure of certain theories to account for necessary data, 325. — Capital resolvable into wages, 326. — Wages determined independently of product of capitalistic industry, 327. — Income of capital a residual, 328. — V. How profit is kept from consumer, 332. — How profit is kept from laborer, 333. — The capitalistic opportunity curve, 334. — Dependence of capitalistic income on limited development of capitalism, 335. — How rate of profit is determined, 337. — Limitations of theoretical method, 338.

Journal Article The New British Law on Railroad Reports Get access A. M. Sakolzki A. M. Sakolzki New York University Search for other works by this author on: Oxford Academic Google Scholar The Quarterly Journal of Economics, Volume 26, Issue 3, May 1912, Pages 536–537, https://doi.org/10.2307/1883539 Published: 01 May 1912

Journal Article Nordau's Interpretation of History Get access T. N. Carver T. N. Carver Harvard University Search for other works by this author on: Oxford Academic Google Scholar The Quarterly Journal of Economics, Volume 26, Issue 3, May 1912, Pages 519–522, https://doi.org/10.2307/1883535 Published: 01 May 1912

The present movement of freight by water on the Lakes-to-theGulf route is the chief consideration of this chapter. Other writers have shown the decline of river traffic on the Mississippi,' and it appears to be quite well known that the important commerce of former days has disappeared. The question that is uppermost in the minds of those giving thought to transportation on the Mississippi is: Will the river again become an important waterway? The freight movement is discussed for the several sections of the route, beginning at Chicago. Table VIII shows the shipments and receipts of freight at the Port of Chicago for the calendar year I9IO. The lake commerce of the port is divided between the two harbors.2 The iron ore, which comprises approximately one-half the total weight of the shipments and receipts, is discharged almost entirely at the Calumet Harbor; while the general merchandise, the fruits and vegetables, and the lumber come largely to the Chicago Harbor. The lake commerce of Chicago should be important for several reasons. Chicago is located on the route of dense traffic between the seaboard and the West, and the broad open waterway of the

Louis; the channel of the Mississippi River between St. Louis and the Gulf composes the remainder of the route. Beginning at Lake Michigan and the mouth of the Chicago River, in the very heart of the city of Chicago, the route follows the Chicago River for 6.25 miles from Lake Michigan to Robey Street, the Chicago Sani? tary and Ship Canal for 32.35 miles to the junction with the Des Plaines River and the Illinois and Michigan Canal at Joliet,1 the Des Plaines River for 15.73 miles to the junction of the Kankakee,2 the Illinois River for 273 miles to the Mississippi, and the Mississippi for 1,332 miles3 to the Gulf of Mexico.4 The total distance between Chicago